Brake air circuit and city train

Abstract

The application relates to the technical field of vehicle engineering, and particularly discloses a brake air circuit and a city area train. A first overflow valve is connected with a total air interface and an air spring air supply interface; a first electromagnetic valve is connected with the total air interface and a parking brake interface, the parking brake interface can selectively communicate with any one of the total air interface and an atmospheric environment through the first electromagnetic valve; the total air interface is connected with a brake interface in sequence through a one-way valve, a brake valve group and a first regulating valve, the total air interface is also connected with the first regulating valve through a second electromagnetic valve, and is used for driving the first regulating valve to adjust; the first electromagnetic valve and the first regulating valve are both connected with the parking brake interface through a shuttle valve, the shuttle valve is used for comparing the size of pressure values on the two sides of the first electromagnetic valve and the first regulating valve, and making one with a larger pressure value communicate with the parking brake interface. In this way, the two functions of vehicle control braking and bogie control braking are integrated, the integration degree is higher, the synergy is stronger, and the use range is wider.

Description

Technical Field

[0001] This invention relates to the field of vehicle engineering technology, and in particular to a brake air circuit and a suburban train. Background Technology

[0002] In existing rail vehicle braking technology, the bogie control braking system (Bogie Control) and the vehicle control braking system (Vehicle Control) are usually two independently configured and parallel systems. The Bogie Control system calculates and distributes braking force on a per-bogie basis, focusing on meeting control requirements related to operational stability, such as vehicle dynamic envelope and axle load transfer; while the Vehicle Control system manages braking on a per-train basis, mainly responsible for achieving precise deceleration and stopping according to train-level instructions, and coordinating braking forces between carriages.

[0003] This discrete architecture results in a complex braking control system with high hardware redundancy, leading to high manufacturing and maintenance costs. The extensive information exchange and logical coordination between the two systems not only increases the complexity of the system design but also, in the event of communication delays or logical conflicts, can cause braking response lag or inconsistent control strategies, potentially affecting the smoothness and safety of the braking process. Furthermore, the discrete systems consume valuable space and weight resources in the vehicle.

[0004] Therefore, there is an urgent need in this field for an innovative integrated braking system solution to overcome the aforementioned technical deficiencies. Summary of the Invention

[0005] The purpose of this invention is to provide a braking air circuit and urban rail system that integrates both vehicle-controlled braking and frame-controlled braking functions, with higher integration and stronger synergy, and a wider range of applications.

[0006] A braking air circuit, characterized in that it comprises: An air spring air supply assembly includes a first overflow valve, which connects the main air inlet and the air spring air supply inlet. When the pressure value on the main air inlet side is greater than a first preset pressure value, the main air inlet can communicate with the air spring air supply inlet. The parking brake air supply assembly includes a first solenoid valve, which is connected to the main air inlet and the parking brake inlet. The parking brake inlet can be selectively connected to either the main air inlet or the atmospheric environment through the first solenoid valve. The braking air supply assembly includes a one-way valve, a braking valve group, a second solenoid valve, and a first regulating valve. The main air inlet is connected to the braking interface in sequence through the one-way valve, the braking valve group, and the first regulating valve. The braking interface can selectively connect to either the braking valve group or the atmospheric environment through the first regulating valve. The main air inlet is also connected to the first regulating valve through the second solenoid valve to drive the first regulating valve to adjust. The braking valve group is used to adjust the air supply to the braking interface. The shuttle valve, the first solenoid valve and the first regulating valve are all connected to the parking brake interface through the shuttle valve. The shuttle valve is used to compare the pressure value on the side of the first solenoid valve and the pressure value on the side of the first regulating valve, and to make the one with the larger pressure value connected to the parking brake interface.

[0007] As a preferred technical solution for the above-mentioned brake air circuit, the above-mentioned air spring air supply assembly further includes a first pressure reducing valve, which is connected between the output end of the above-mentioned first overflow valve and the above-mentioned air spring air supply interface.

[0008] As a preferred technical solution for the aforementioned brake air circuit, the aforementioned air spring air supply assembly further includes a first air reservoir, which is connected between the output end of the aforementioned first overflow valve and the input end of the aforementioned first pressure reducing valve.

[0009] As a preferred technical solution for the above-mentioned brake air circuit, the above-mentioned air spring air supply assembly further includes a first shut-off valve, which is connected between the first pressure reducing valve and the air spring air supply interface. The air spring air supply interface can selectively connect to either the first pressure reducing valve or the atmospheric environment through the first shut-off valve.

[0010] As a preferred technical solution for the aforementioned brake air circuit, the aforementioned parking brake air supply assembly further includes a second pressure reducing valve, and the aforementioned main air interface is connected to the aforementioned first solenoid valve through the aforementioned second pressure reducing valve.

[0011] As a preferred technical solution for the aforementioned braking air circuit, the aforementioned parking brake air supply assembly further includes a second shut-off valve. The second shut-off valve is connected between the aforementioned first solenoid valve and the aforementioned parking brake interface. The aforementioned parking brake interface can selectively connect to either the aforementioned first solenoid valve or the aforementioned atmospheric environment through the aforementioned second shut-off valve.

[0012] As a preferred technical solution for the above-mentioned brake air circuit, the above-mentioned brake air supply assembly further includes a third shut-off valve, which is connected between the above-mentioned check valve and the above-mentioned brake valve group.

[0013] As a preferred technical solution for the above-mentioned brake air circuit, the above-mentioned brake air supply assembly further includes a second air reservoir, which is connected between the above-mentioned check valve and the above-mentioned brake valve group.

[0014] As a preferred technical solution for the above-mentioned brake air circuit, it also includes a main air circuit assembly, which includes a fourth shut-off valve and a second filter. The main air interface is connected in sequence to the fourth shut-off valve and the second filter. The output end of the second filter is connected to the input end of the air spring air supply assembly, the input end of the parking brake air supply assembly, and the input end of the brake air supply assembly, respectively.

[0015] A suburban train is also provided, including the aforementioned brake air circuit.

[0016] Beneficial effects: This embodiment provides a braking air circuit, including: an air spring air supply assembly, a parking brake air supply assembly, and a braking air supply assembly. The air spring air supply assembly includes a first overflow valve, which connects the main air inlet and the air spring air supply inlet. When the pressure value on the main air inlet side is greater than a first preset pressure value, the main air inlet can connect to the air spring air supply inlet. The parking brake air supply assembly includes a first solenoid valve, which connects the main air inlet and the parking brake inlet. The parking brake inlet can selectively connect to either the main air inlet or the atmospheric environment through the first solenoid valve. The brake air supply assembly includes a one-way valve, a brake valve group, a second solenoid valve, and a first regulating valve. The main air inlet is connected to the brake inlet sequentially through the one-way valve, the brake valve group, and the first regulating valve. The brake inlet can selectively connect to either the brake valve group or the atmospheric environment through the first regulating valve. The main air inlet is also connected to the first regulating valve through the second solenoid valve for driving the first regulating valve to adjust. Both the first solenoid valve and the first regulating valve are connected to the parking brake inlet through a shuttle valve. The shuttle valve is used to compare the pressure values ​​on the first solenoid valve side and the first regulating valve side, and to connect the one with the larger pressure value to the parking brake inlet. Thus, the braking air circuit provided in this application integrates both vehicle-controlled braking and frame-controlled braking functions, resulting in higher integration, stronger synergy, and a wider range of applications. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the brake air circuit in an embodiment of the present invention; Figure 2 This is a schematic diagram of the air spring air supply assembly in an embodiment of the present invention; Figure 3 This is a schematic diagram of the parking brake air supply assembly in an embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of the brake air supply assembly in an embodiment of the present invention; Figure 5 This is a schematic diagram of the structure of the main airflow assembly in an embodiment of the present invention.

[0018] In the picture: 100. Main air inlet; 200. Air spring air supply inlet; 300. Parking brake inlet; 400. Brake inlet; 1. Air spring air supply assembly; 11. First overflow valve; 12. First pressure reducing valve; 13. First air storage cylinder; 14. First shut-off valve; 15. Fourth pressure port; 2. Parking brake air supply assembly; 21. First solenoid valve; 22. Second pressure reducing valve; 23. Second shut-off valve; 3. Braking air supply assembly; 31. One-way valve; 32. Braking valve assembly; 33. Second solenoid valve; 34. First regulating valve; 35. Third shut-off valve; 36. First filter; 37. Second air reservoir; 4. Shuttle valve; 5. Main air duct assembly; 51. Fourth shut-off valve; 52. Second filter; 6. First detection component; 61. First pressure interface; 62. First pressure switch; 63. First pressure sensor; 7. Second detection component; 71. Second pressure interface; 72. Second pressure switch; 73. Second pressure sensor; 8. Third detection component; 81. Third pressure interface; 82. Third pressure switch; 83. Third pressure sensor. Detailed Implementation

[0019] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions. Furthermore, "above," "on top of," and "over" the first feature in relation to the second feature includes the first feature directly above and diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "under," and "below" the first feature in relation to the second feature includes the first feature directly below and diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0021] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0022] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0023] like Figures 1 to 5As shown, this embodiment provides a braking air circuit, including: an air spring air supply assembly 1, a parking brake air supply assembly 2, and a braking air supply assembly 3. The air spring air supply assembly 1 includes a first overflow valve 11, which connects the main air inlet 100 and the air spring air supply inlet 200. When the pressure value on the main air inlet 100 side is greater than a first preset pressure value, the main air inlet 100 can connect to the air spring air supply inlet 200. The parking brake air supply assembly 2 includes a first solenoid valve 21, which connects the main air inlet 100 and the parking brake inlet 300. The parking brake inlet 300 can selectively connect to either the main air inlet 100 or the atmospheric environment through the first solenoid valve 21. The braking air supply assembly 3 includes a one-way valve 31, a brake valve group 32, a second solenoid valve 33, and a first regulating valve. 34. The main air inlet 100 is connected to the brake inlet 400 in sequence through the one-way valve 31, the brake valve group 32 and the first regulating valve 34. The brake inlet 400 can selectively connect to either the brake valve group 32 or the atmospheric environment through the first regulating valve 34. The main air inlet 100 is also connected to the first regulating valve 34 through the second solenoid valve 33 for driving the first regulating valve 34 to adjust. The first solenoid valve 21 and the first regulating valve 34 are both connected to the parking brake inlet 300 through the shuttle valve 4. The shuttle valve 4 is used to compare the pressure values ​​on the side of the first solenoid valve 21 and the side of the first regulating valve 34, and to connect the one with the larger pressure value to the parking brake inlet 300.

[0024] For example, the main air inlet 100 serves as the main air inlet for the braking air circuit. In the air spring air supply assembly 1, the input end of the first overflow valve 11 is connected to the main air inlet 100, and the output end of the first overflow valve 11 is connected to the air spring air supply interface 200. The first overflow valve 11 is provided with a first preset pressure value. When the pressure value on the main air inlet 100 side is greater than the first preset pressure value, the main air inlet 100 can connect to the air spring air supply interface 200, that is, the main air inlet 100 can supply air to the air spring air supply interface 200. In the parking brake air supply assembly 2, the first solenoid valve 21 includes three interfaces, which are respectively connected to the main air inlet 100, the atmospheric environment, and the parking brake interface 300. The valve core of the first solenoid valve 21 includes a first position and a second position. During normal operation, the valve core is in the first position, and the main air inlet 100 is connected to the parking brake interface 300. When the valve core switches to the second position, the atmospheric environment is connected to the parking brake interface 300. In the brake air supply assembly 3, the main air inlet 100 is connected to the brake valve assembly 32 via a one-way valve 31. The one-way valve 31 only allows airflow from the main air inlet 100 to the brake valve assembly 32 to prevent backflow. The first regulating valve 34 includes three ports, which are respectively connected to the output end of the brake valve assembly 32, the brake port 400, and the atmospheric environment. The valve core of the first regulating valve 34 includes a third position and a fourth position. Under normal use, the valve core is in the third position, and the output end of the brake valve assembly 32 is connected to the brake port 400, that is, the brake valve assembly 32 supplies air to the brake port 400. When the valve core switches to the fourth position, the output end of the brake valve assembly 32 is disconnected from the brake port 400, and the brake port 400 is connected to the atmospheric environment. The main air inlet 100 is also connected to the first regulating valve 34 in sequence through a one-way valve 31 and a second solenoid valve 33. The input end of the second solenoid valve 33 is connected to the output end of the one-way valve 31. The output end of the second solenoid valve 33 is used to drive the valve core of the first regulating valve 34. That is, during normal use, the second solenoid valve 33 is closed and the valve core is in the third position. However, when it is necessary to disconnect the connection between the brake valve group 32 and the brake inlet 400, the second solenoid valve 33 is opened, so that the airflow output from the main air inlet 100 drives the valve core of the first regulating valve 34 to move to the fourth position.

[0025] Furthermore, both the parking brake air supply assembly 2 and the brake air supply assembly 3 are connected to the parking brake interface 300 via a shuttle valve 4. The shuttle valve 4 is used to compare the pressure value on the side of the first solenoid valve 21 and the pressure value on the side of the first regulating valve 34, and to connect the one with the larger pressure value to the parking brake interface 300.

[0026] Thus, the braking air circuit provided in this application integrates both vehicle-controlled braking and frame-controlled braking functions, resulting in higher integration, stronger synergy, and a wider range of applications.

[0027] Optionally, the air spring air supply assembly 1 further includes a first pressure reducing valve 12, which is connected between the output end of the first overflow valve 11 and the air spring air supply interface 200.

[0028] For example, the input end of the first pressure reducing valve 12 is connected to the output end of the first relief valve 11, and the output end of the first pressure reducing valve 12 is connected to the air spring supply port 200. The first pressure reducing valve 12 is set with a first maximum output pressure value. When the pressure value at the output end of the first relief valve 11 is greater than the first maximum output pressure value, the first pressure reducing valve 12 can reduce the air pressure of the airflow flowing through it to the first maximum output pressure value or below before outputting it to the air spring supply port 200. In this way, the first pressure reducing valve 12 can reduce the high pressure upstream of the air path to the working pressure value of the air spring and maintain a stable output.

[0029] It should be noted that the first pressure reducing valve 12 is an existing structure, and its specific mechanical structure and working principle will not be described here.

[0030] Furthermore, the air spring air supply assembly 1 also includes a fourth pressure port 15, which is located at the outlet of the first pressure reducing valve 12 and is used to connect a pressure testing device to measure the air pressure value of the airflow output by the first pressure reducing valve 12.

[0031] Optionally, the air spring air supply assembly 1 also includes a first air storage cylinder 13, which is connected between the output end of the first overflow valve 11 and the input end of the first pressure reducing valve 12.

[0032] For example, the first air storage cylinder 13 can be used to store and output airflow. The first air storage cylinder 13 is installed between the output end of the first overflow valve 11 and the input end of the first pressure reducing valve 12. When the pressure at the output end of the first overflow valve 11 is greater than the pressure at the opening side of the first air storage cylinder 13, part of the airflow output by the first overflow valve 11 flows into the first air storage cylinder 13 for storage, and the other part flows into the first pressure reducing valve 12 for supplying air to the air spring air supply interface 200. When the pressure at the opening side of the first air storage cylinder 13 is greater than the pressure at the output end of the first overflow valve 11, the airflow in the first air storage cylinder 13 flows into the first pressure reducing valve 12 for supplying air to the air spring air supply interface 200.

[0033] Optionally, the air spring air supply assembly 1 further includes a first shut-off valve 14, which is connected between the first pressure reducing valve 12 and the air spring air supply interface 200. The air spring air supply interface 200 can selectively connect to either the first pressure reducing valve 12 or the atmospheric environment through the first shut-off valve 14.

[0034] For example, the first shut-off valve 14 includes three ports, which are respectively connected to the output end of the first pressure reducing valve 12, the air spring supply port 200, and the atmospheric environment. Under normal operation, the first shut-off valve 14 connects the output end of the first pressure reducing valve 12 with the air spring supply port 200, and cuts off the connection between the output end of the first pressure reducing valve 12 and the air spring supply port 200, while connecting the air spring supply port 200 with the atmospheric environment to quickly release pressure for subsequent maintenance.

[0035] Specifically, in the brake air circuit, the process of supplying air to the air spring supply port 200 is as follows: airflow enters the brake air circuit from the main air port 100. When the pressure value at the main air port 100 is greater than the first preset pressure value, the first overflow valve 11 remains open, allowing airflow to pass through; otherwise, the first overflow valve 11 closes to block the airflow. If the pressure value of the airflow output by the first overflow valve 11 is greater than the pressure value in the first air reservoir 13, part of the airflow output by the first overflow valve 11 flows to the first air reservoir 13 and is stored there, while the other part flows to the first pressure reducing valve 12. After being reduced in pressure by the first pressure reducing valve 12, the pressure of the airflow is no greater than the first maximum output pressure value. After passing through the first shut-off valve 14, it enters the air spring supply port 200. If the pressure value of the airflow output by the first overflow valve 11 is less than the pressure value in the first air reservoir 13, then the first air reservoir 13 supplies air to the air spring supply port 200.

[0036] Optionally, the parking brake air supply assembly 2 also includes a second pressure reducing valve 22, and the main air inlet 100 is connected to the first solenoid valve 21 through the second pressure reducing valve 22.

[0037] For example, the input end of the second pressure reducing valve 22 is connected to the main air inlet 100, and the output end of the second pressure reducing valve 22 is connected to the input end of the first solenoid valve 21. The second pressure reducing valve 22 is set with a second maximum output pressure value. After the airflow passes through the pressure reducing action of the second pressure reducing valve 22, the pressure value of the airflow is not greater than the second maximum output pressure value, and it is input to the first solenoid valve 21. In this way, the stable operation of the air circuit can be maintained.

[0038] Optionally, the parking brake air supply assembly 2 also includes a second shut-off valve 23, which is connected between the first solenoid valve 21 and the parking brake interface 300. The parking brake interface 300 can selectively connect to either the first solenoid valve 21 or the atmospheric environment through the second shut-off valve 23.

[0039] For example, the second shut-off valve 23 includes three ports, which are respectively connected to the output end of the first solenoid valve 21, the parking brake port 300, and the atmospheric environment. Under normal use, the second shut-off valve 23 remains connected, so that the output end of the first solenoid valve 21 is connected to the parking brake port 300, and the main air port 100 can supply air to the parking brake port 300. The second shut-off valve 23 cuts off the connection between the output end of the first solenoid valve 21 and the parking brake port 300, and connects the parking brake port 300 to the atmospheric environment to quickly depressurize for subsequent maintenance.

[0040] Optionally, the brake air supply assembly 3 also includes a third shut-off valve 35, which is connected between the one-way valve 31 and the brake valve assembly 32.

[0041] For example, the input end of the third shut-off valve 35 is connected to the output end of the one-way valve 31, and the output end of the third shut-off valve 35 is connected to the input end of the brake valve assembly 32. Under normal use, the third shut-off valve 35 remains connected, so that the output end of the one-way valve 31 is connected to the input end of the brake valve assembly 32, and the third shut-off valve 35 cuts off the connection between the output end of the one-way valve 31 and the input end of the brake valve assembly 32.

[0042] Optionally, the brake air supply assembly 3 also includes a first filter 36, which is installed between the third shut-off valve 35, the brake valve assembly 32, and the second solenoid valve 33.

[0043] For example, before the airflow enters the brake valve assembly 32, it first passes through the first filter 36 for purification and filtration to remove foreign objects inside and prevent the brake valve assembly 32 from becoming blocked.

[0044] Optionally, the brake air supply assembly 3 also includes a second air reservoir 37, which is connected between the one-way valve 31 and the brake valve assembly 32.

[0045] For example, the second air reservoir 37 can be used to store and output airflow. The second air reservoir 37 is installed between the output end of the one-way valve 31 and the input end of the brake valve assembly 32. When the pressure at the output end of the one-way valve 31 is greater than the pressure at the opening side of the second air reservoir 37, part of the airflow output by the one-way valve 31 flows into the second air reservoir 37 for storage, and the other part flows into the brake valve assembly 32 to supply air to the brake interface 400. When the pressure at the opening side of the second air reservoir 37 is greater than the pressure at the output end of the one-way valve 31, the airflow in the second air reservoir 37 flows into the brake valve assembly 32 to supply air to the brake interface 400.

[0046] Optionally, the brake air circuit also includes a main air circuit assembly 5, which includes a fourth shut-off valve 51 and a second filter 52. The main air interface 100 is connected to the fourth shut-off valve 51 and the second filter 52 in sequence. The output end of the second filter 52 is connected to the input end of the air spring air supply assembly 1, the input end of the parking brake air supply assembly 2, and the input end of the brake air supply assembly 3, respectively.

[0047] For example, the input end of the fourth shut-off valve 51 is connected to the main air inlet 100, and the output end of the fourth shut-off valve 51 is connected to the second filter 52. Normally, the fourth shut-off valve 51 remains connected, allowing the main air inlet 100 to connect to the second filter 52. The fourth shut-off valve 51 switches the connection between the main air inlet 100 and the second filter 52, that is, it switches the connection between the main air inlet 100 and the brake air circuit. After being filtered by the second filter 52, the airflow from the main air inlet 100 flows to the input ends of the air spring air supply assembly 1, the parking brake air supply assembly 2, and the brake air supply assembly 3, respectively.

[0048] Among them, the input end of the air spring air supply assembly 1 is the input end of the first overflow valve 11, the input end of the parking brake air supply assembly 2 is the input end of the second pressure reducing valve 22, and the input end of the brake air supply assembly 3 is the input end of the one-way valve 31.

[0049] Furthermore, the brake air circuit also includes a first detection component 6, which includes a first pressure interface 61, a first pressure switch 62, and a first pressure sensor 63. The main air interface 100 is connected to the first pressure interface 61, the first pressure switch 62, and the first pressure sensor 63. The first pressure interface 61 is used to connect an external pressure gauge to test the pressure value at the main air interface 100 to calibrate the measurement value of the first pressure sensor 63. The first pressure switch 62 is used to detect the vehicle's total air pressure. For example, when the vehicle's total air pressure is below 600 kPa, the pressure switch contacts actuate, and the vehicle applies emergency braking; when the total air pressure is above 700 kPa, the pressure switch contacts actuate, and the vehicle's emergency braking can be relieved. The first pressure sensor 63 is used to detect the pressure value at the main air interface 100.

[0050] The brake air circuit also includes a second detection component 7, which includes a second pressure port 71, a second pressure switch 72, and a second pressure sensor 73. The parking brake port 300 is connected to the second pressure port 71, the second pressure switch 72, and the second pressure sensor 73. The second pressure port 71 is used to connect an external pressure gauge to test the pressure value at the parking brake port 300 to calibrate the measurement value of the second pressure sensor 73. The second pressure switch 72 is used to indicate the parking brake status of the vehicle. For example, when the parking brake pressure is lower than 400 kPa, the pressure switch contact is activated, indicating that the parking brake is applied; when the parking brake pressure is higher than 500 kPa, the pressure switch contact is activated, indicating that the parking brake is released. The second pressure sensor 73 is used to detect the pressure value of the parking brake port 300.

[0051] The brake air circuit also includes a third detection component 8, which includes a third pressure port 81, a third pressure switch 82, and a third pressure sensor 83. The brake port 400 is connected to the third pressure port 81, the third pressure switch 82, and the third pressure sensor 83. The third pressure port 81 is used to connect an external pressure gauge to test the pressure value at the brake port 400 to calibrate the measurement value of the third pressure sensor 83. The third pressure switch 82 is used to indicate the vehicle's braking status. For example, when the brake cylinder pressure is below 30 kPa, the pressure switch contact actuates, indicating brake release; when the brake cylinder pressure is above 30 kPa, the pressure switch contact actuates, indicating brake application. The third pressure sensor 83 is used to detect the pressure value at the brake port 400.

[0052] It should be noted that the first pressure port 61, the second pressure port 71, and the third pressure port 81 all have a testing station and a cutoff station. When in the cutoff station, the port is not connected to an external pressure gauge and is not connected to the atmospheric environment.

[0053] A suburban train is also provided, including the aforementioned brake air circuit.

[0054] Optionally, the urban railcar also includes a braking assembly, a parking braking assembly, an air spring assembly, one air spring assembly, and two air spring assemblies. The braking assembly is connected to the braking interface 400, the parking braking assembly is connected to the parking braking interface 300, the air spring assembly is connected to the air spring air supply interface 200, one air spring assembly is connected to one air spring pressure interface, and two air spring pressure interfaces are connected to a second air spring pressure interface.

[0055] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A braking air circuit, characterized in that, include: An air spring air supply assembly (1) includes a first overflow valve (11), which connects a main air inlet (100) and an air spring air supply inlet (200). When the pressure value on the main air inlet (100) side is greater than a first preset pressure value, the main air inlet (100) can communicate with the air spring air supply inlet (200). The parking brake air supply assembly (2) includes a first solenoid valve (21), which connects the main air inlet (100) and the parking brake inlet (300). The parking brake inlet (300) can selectively connect to either the main air inlet (100) or the atmospheric environment through the first solenoid valve (21). The brake air supply assembly (3) includes a one-way valve (31), a brake valve group (32), a second solenoid valve (33), and a first regulating valve (34). The main air inlet (100) is connected to the brake port (400) in sequence through the one-way valve (31), the brake valve group (32), and the first regulating valve (34). The brake port (400) can selectively connect to either the brake valve group (32) or the atmospheric environment through the first regulating valve (34). The main air inlet (100) is also connected to the first regulating valve (34) through the second solenoid valve (33) for driving the first regulating valve (34) to adjust. The brake valve group (32) is used to adjust the air supply to the brake port (400). The shuttle valve (4), the first solenoid valve (21) and the first regulating valve (34) are all connected to the parking brake interface (300) through the shuttle valve (4). The shuttle valve (4) is used to compare the pressure value on the side of the first solenoid valve (21) and the pressure value on the side of the first regulating valve (34), and to make the one with the larger pressure value connected to the parking brake interface (300).

2. The brake air circuit according to claim 1, characterized in that, The air spring air supply assembly (1) further includes a first pressure reducing valve (12), which is connected between the output end of the first overflow valve (11) and the air spring air supply interface (200).

3. The brake air circuit according to claim 2, characterized in that, The air spring air supply assembly (1) further includes a first air storage cylinder (13), which is connected between the output end of the first overflow valve (11) and the input end of the first pressure reducing valve (12).

4. The brake air circuit according to claim 2, characterized in that, The air spring air supply assembly (1) further includes a first shut-off valve (14), which is connected between the first pressure reducing valve (12) and the air spring air supply interface (200). The air spring air supply interface (200) can selectively connect to either the first pressure reducing valve (12) or the atmospheric environment through the first shut-off valve (14).

5. The brake air circuit according to claim 1, characterized in that, The parking brake air supply assembly (2) also includes a second pressure reducing valve (22), and the main air inlet (100) is connected to the first solenoid valve (21) through the second pressure reducing valve (22).

6. The brake air circuit according to claim 1, characterized in that, The parking brake air supply assembly (2) further includes a second shut-off valve (23), which is connected between the first solenoid valve (21) and the parking brake interface (300). The parking brake interface (300) can selectively connect to either the first solenoid valve (21) or the atmospheric environment through the second shut-off valve (23).

7. The brake air circuit according to claim 1, characterized in that, The brake air supply assembly (3) also includes a third shut-off valve (35), which is connected between the one-way valve (31) and the brake valve assembly (32).

8. The brake air circuit according to claim 1, characterized in that, The brake air supply assembly (3) further includes a second air reservoir (37), which is connected between the one-way valve (31) and the brake valve assembly (32).

9. The brake air circuit according to claim 1, characterized in that, It also includes a main airflow assembly (5), which includes a fourth shut-off valve (51) and a second filter (52). The main air inlet (100) is connected in sequence to the fourth shut-off valve (51) and the second filter (52). The output end of the second filter (52) is connected to the input end of the air spring air supply assembly (1), the input end of the parking brake air supply assembly (2), and the input end of the brake air supply assembly (3), respectively.

10. A suburban train, characterized in that, Includes the braking air circuit as described in any one of claims 1-9.

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